Monday, February 04, 2013

Electric bicycles

In the Toronto cycling community, electric bicycles represent a point of contention. Some people strongly support the inclusion of electric bicycles as regular bicycles for all city purposes; others vehementlyoppose this.

I believe that two factors should determine the treatment of electric bicycles: pollution and safety. Where pedal bicycles can mix safely with electric bicycles, we should allow electric bicycles; where they cannot, it makes sense to prohibit electric bicycles. Likewise, the distinction between an internal combustion powered vehicle and an electrical vehicle should depend primarily on the emissions of the latter.

We have a fair bit of evidence regarding emissions levels from internal combustion powered vehicles; this evidence indicates that motorcycles, scooters and mopeds emit more pollution than cars. For someone looking for a low speed vehicle for limited uses, a strong environmental case for electric scooters over internal combustion vehicle does exist.

That leaves the critical question of safety. I see this as a two part question. First, can electric bicycles or electric scooters safely mix with regular pedal bicycles? Second, will we get better infrastructure if we build it for both limited-speed electric vehicles, or bicycles alone? Although I have foundstudies and a video investigation of pedal bicycle stopping distances online, I have not yet seen any controlled comparison of the stopping distances of electric scooters and pedal bicycles. The regulations and safety requirements for both vehicle types would appear to permit a wide latitude in brake quality and design, so I question whether such a study that addressed a well maintained vehicle would cover all the bicycles, electrical and other, that I could expect to encounter.

Both my own experience and observation of developments in Toronto over the past decade convinces me personally that wherever possible, the city should provide separated infrastructure for commuting cyclists and pedestrians. This conviction stems primarily from my own experience on multi-use trails, from the Martin Goodman to the West Toronto railpath, but it also stems from the cases of two fatal bicycle-pedestrian collisions over the past six years. This implies that, for cyclists, the desirable infrastructure will cater to medium speeds, those ranging from about 15 kph to about 40 kph. The actual speed range of electrically assisted bicycles and electric scooters fits into this range.

Better infrastructure, meaning infrastructure that people actually use, creates a self-reinforcing process: as more people ride bikes, the political support for cycling infrastructure increases and the social tolerance for the currently common acts of motorist on cyclist harassment diminishes. That in turn, raises the number of cyclists, and experience in other jurisdictions suggests that the rising numbers alone play a significant role in cyclist safety. I believe the question of including electrically assisted bicycles and electric scooters in cycling infrastructure turns in large part on three questions: if we adapt existing infrastructure or plan proposed infrastructure to accommodate electric bikes and scooters, will will people who now ride electrical bikes join us in pressing for more infrastructure construction? If we do not do so, and exclude electric and electrically assisted vehicles from bicycle infrastructure, will current electric bike riders convert to pedal cyclists, or will they just drive cars? Finally, will the annoyance factor some cyclists appear to feel at sharing infrastructure with powered vehicles lead them to avoid such shared lanes or paths?